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NCHRP Report 350 Test 4-11 of theNew York Two-Rail CurblessBridge RailingPUBLICATION NO. FHWA-RD-99-076 DECEMBER 1999

Research, Development, and TechnologyTurner-Fairbank Highway Research Center6300 Georgetown PikeMcLean, VA 22101-2296

Technical Report Documentation Page

1. Report No.

FHWA-RD-99-076 2. Government Accession No. 3. Recipient's Catalog No.

4. Title and Subtitle

NCHRP REPORT 350 TEST 4-11 OF THE NEW YORK TWO-RAILCURBLESS BRIDGE RAILING

5. Report Date

6. Performing Organization Code

7. Author(s)

C. Eugene Buth, William F. Williams, Wanda L. Menges, and Sandra K. Schoeneman

8. Performing Organization Report No.

Report No. 404531-2

9. Performing Organization Name and Address

Texas Transportation InstituteThe Texas A&M University SystemCollege Station, Texas 77843-3135

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

DTFH61-98-C-0005612. Sponsoring Agency Name and Address

Office of Safety Research, Development, and TechnologyFederal Highway Administration6300 Georgetown PikeMcLean, VA 22101-2296

13. Type of Report and Period Covered

Test ReportOctober 1998-November 199814. Sponsoring Agency Code

15. Supplementary Notes

Research Study Title: Evaluation and Crash Testing of New York’s Two-Rail and Four-Rail Bridge Rail, and Box Beam TransitionContracting Officer’s Technical Representative (COTR): Charles F. McDevitt - HSR-2016. Abstract

This report presents the details of the New York Two-Rail Curbless Bridge Railing and theresults of the small car test—National Cooperative Highway Research Program (NCHRP) Report350 test designation 4-11, which is the 2000-kg pickup truck impacting the critical impact point(CIP) at 100 km/h and 25 degrees. The New York Two-Rail Curbless Bridge Railing did not meetcriteria D and K of NCHRP 350 test designation 4-11, due to separation in the floor pan andexcessive deformation of the occupant compartment.

17. Key Words

Bridge railings, crash testing, roadside safety.

18. Distribution Statement

No restrictions. This document is available to the publicthrough the National Technical Information Service,5285 Port Royal Road, Springfield, Virginia 22161.

19. Security Classif. (of this report)

Unclassified20. Security Classif. (of this page)

Unclassified21. No. of Pages

5722. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized

SI* (MODERN METRIC) CONVERSION FACTORS

APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FROM SI UNITS Symbol When You Know Multiply by To Find Symbol Symbol When You Know Multiply by To Find Symbol

LENGTH LENGTH

in ft yd mi

inchesfeetyardsmiles

25.40.3050.9141.61

millimetersmetersmeterskilometers

mmmmkm

mm m m km

millimetersmetersmeterskilometers

0.0393.281.09

0.621

inchesfeetyardsmiles

inftydmi

AREA AREA

in2

ft2

yd2

ac mi2

square inchessquare feetsquare yardsacressquare miles

645.20.0930.8360.4052.59

square millimeterssquare meterssquare metershectaressquare kilometers

mm2

m2

m2

hakm2

mm2

m2

m2

ha km2

square millimeterssquare meterssquare metershectaressquare kilometers

0.001610.7641.1952.47

0.386

square inchessquare feetsquare yardsacressquare miles

in2

ft2

yd2

acmi2

VOLUME VOLUME

fl oz gal ft3

yd3

fluid ouncesgallonscubic feetcubic yards

29.573.7850.0280.765

millilitersliterscubic meterscubic meters

mLLm3

m3

mL L m3

m3

millilitersliterscubic meterscubic meters

0.0340.26435.711.307

fluid ouncesgallonscubic feetcubic yards

fl ozgalft3

yd3

NOTE: Volumes greater than 1000 l shall be shown in m3.

MASS MASS

oz lb T

ouncespoundsshort tons (2000 lb)

28.350.4540.907

gramskilogramsmegagrams (or “metric ton”)

gkgMg (or “t”)

g kg Mg (or “t”)

gramskilogramsmegagrams (or “metric ton”)

0.0352.2021.103

ouncespoundsshort tons (2000 lb)

ozlbT

TEMPERATURE (exact) TEMPERATURE (exact)

EEF Fahrenheittemperature

5(F-32)/9 or(F-32)/1.8

Celciustemperature

EEC EEC Celciustemperature

1.8C+32 Fahrenheittemperature

EEF

ILLUMINATION ILLUMINATION

fc fl

foot-candlesfoot-Lamberts

10.763.426

luxcandela/m2

lxcd/m2

lx cd/m2

luxcandela/m2

0.09290.2919

foot-candlesfoot-Lamberts

fcfl

FORCE and PRESSURE or STRESS FORCE and PRESSURE or STRESS

lbf lbf/in2

poundforcepoundforce persquare inch

4.456.89

newtonskilopascals

NkPa

N kPa

newtonskilopascals

0.2250.145

poundforcepoundforce persquare inch

lbflbf/in2

*SI is the symbol for the International System of Units. Appropriate (Revised September 1993) rounding should be made to comply with Section 4 of ASTM E380.

TABLE OF CONTENTS

Page

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1PROBLEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

TECHNICAL DISCUSSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3TEST PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Test Facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Test Article – Design and Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3Test Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Evaluation Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

CRASH TEST 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Test Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Soil and Weather Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Impact Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Damage to Test Article . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Vehicle Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Assessment of Test Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

CONCLUSIONS AND RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23SUMMARY OF FINDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23CONCLUSIONS AND RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

APPENDIX A. CRASH TEST PROCEDURES AND DATA ANALYSIS . . . . . . . . . . . . . . 25ELECTRONIC INSTRUMENTATION AND DATA PROCESSING . . . . . . . . . . . . 25ANTHROPOMORPHIC DUMMY INSTRUMENTATION . . . . . . . . . . . . . . . . . . . 27PHOTOGRAPHIC INSTRUMENTATION AND DATA PROCESSING . . . . . . . . . 27TEST VEHICLE PROPULSION AND GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . 27

APPENDIX B. TEST VEHICLE PROPERTIES AND INFORMATION . . . . . . . . . . . . . . . 29

APPENDIX C. SEQUENTIAL PHOTOGRAPHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

APPENDIX D. VEHICLE ANGULAR DISPLACEMENTS AND ACCELERATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

LIST OF FIGURES

Figure No. Page

1 Details of the New York Curbless Two-Rail Bridge Railing for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

2 Layout of test installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 New York Two-Rail Curbless Bridge Railing before test 404531-2 . . . . . . . . . . . . . 74 Details on field side of installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Vehicle/installation geometrics for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Vehicle before test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 After-impact trajectory for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Damage to rail at post 4 after test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Damage to deck at post 4 after test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

10 Vehicle after test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1811 Interior of vehicle for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1912 Summary of results for test 404531-2, NCHRP Report 350 test 4-11 . . . . . . . . . . 2213 Vehicle properties for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2914 Sequential photographs for test 404531-2

(overhead and frontal views) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3315 Sequential photographs for test 404531-2

(rear view) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3516 Vehicular angular displacements for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . 3717 Vehicle longitudinal accelerometer trace for test 404531-2

(accelerometer located at center of gravity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3818 Vehicle lateral accelerometer trace for test 404531-2

(accelerometer located at center of gravity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3919 Vehicle vertical accelerometer trace for test 404531-2

(accelerometer located at center of gravity) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4020 Vehicle longitudinal accelerometer trace for test 404531-2

(accelerometer located over rear axle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4121 Vehicle lateral accelerometer trace for test 404531-2

(accelerometer located over rear axle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4222 Vehicle vertical accelerometer trace for test 404531-2

(accelerometer located over rear axle) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4323 Vehicle longitudinal accelerometer trace for test 404531-2

(accelerometer located on top surface of instrument panel) . . . . . . . . . . . . . . . . . . . 4424 Vehicle lateral accelerometer trace for test 404531-2

(accelerometer located on right front brake caliper) . . . . . . . . . . . . . . . . . . . . . . . . . 4525 Vehicle longitudinal accelerometer trace for test 404531-2

(accelerometer located on left front brake caliper) . . . . . . . . . . . . . . . . . . . . . . . . . . 4626 Vehicle longitudinal accelerometer trace for test 404531-2

(accelerometer located on top of engine block) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

LIST OF FIGURES (continued)

Figure No. Page

27 Vehicle longitudinal accelerometer trace for test 404531-2(accelerometer located on bottom of engine block) . . . . . . . . . . . . . . . . . . . . . . . . . 48

28 Bridge railing longitudinal accelerometer trace for test 404531-2(accelerometer located over bridge railing at post 4) . . . . . . . . . . . . . . . . . . . . . . . . 49

29 Bridge railing lateral accelerometer trace for test 404531-2(accelerometer located over bridge railing at post 4) . . . . . . . . . . . . . . . . . . . . . . . . 50

LIST OF TABLES

Table No. Page

1 Performance evaluation summary for test 404531-2, NCHRP Report 350 test 4-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2 Locations of vehicle accelerometers for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . 253 Exterior crush measurements for test 404531-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 Occupant compartment measurements for test 404531-2 . . . . . . . . . . . . . . . . . . . . 31

INTRODUCTION

PROBLEM

Recently, the Federal Highway Administration (FHWA) adopted the National CooperativeHighway Research Program (NCHRP) Report 350, Recommended Procedures for the SafetyPerformance Evaluation of Highway Features, as the official guidelines for performance evaluationof roadside safety hardware.(1) NCHRP Report 350 specifies the required crash tests for longitudinalbarriers, such as bridge railings, for six performance levels as well as evaluation criteria for structuraladequacy, occupant risk, and post-test vehicle trajectory for each test. The New York Two-RailCurbless Bridge Railing is to be evaluated according to specifications of test level four (TL-4) ofNCHRP Report 350.

BACKGROUND

After October 1998, FHWA has required that all new roadside safety features to be installedon the National Highway System (NHS) meet the NCHRP Report 350 performance evaluationguidelines. Most of the existing roadside safety features were tested according to the previousguidelines contained in NCHRP Report 230.(2) Therefore, it is necessary to test existing roadsidesafety features to evaluate how they would perform under the new guidelines.

OBJECTIVES

The objective of this study is to crash test and evaluate the New York Two-Rail CurblessBridge Railing. In order to evaluate the bridge railing to NCHRP Report 350 TL-4, three full-scalecrash tests on the length of need (LON) of the longitudinal barrier are required. These include an 820-kg passenger car impacting the critical impact point (CIP) at a nominal impact speed and angle of 100km/h and 20 degrees, a 2000-kg pickup truck impacting the CIP at a nominal impact speed and angleof 100 km/h and 25 degrees, and an 8000-kg single-unit truck impacting the CIP at a nominal impactspeed and angle of 80 km/h and 15 degrees.

This report presents the details of the New York Two-Rail Curbless Bridge Railing and theresults of the pickup truck test—NCHRP Report 350 test designation 4-11, which is the 2000-kgpickup truck impacting the CIP at 100 km/h and 25 degrees. The New York Two-Rail CurblessBridge Railing did not meet criteria D and K of NCHRP Report 350 test designation 4-11. Forcriterion D, the test failed the occupant compartment deformation requirements due to separation in thefloor pan and excessive deformation into the occupant compartment. The resulting damage to theoccupant compartment was judged to have potential for causing serious injury to the occupant. Forcriterion K, the vehicle intruded into adjacent traffic lanes; however, this criterion is preferable, notrequired.

TECHNICAL DISCUSSION

TEST PARAMETERS

Test Facility

The test facilities at the Texas Transportation Institute’s (TTI) Proving Ground consist of an890-hectare complex of research and training facilities situated 16 km northwest of the main campus ofTexas A&M University. The site, formerly an Air Force Base, has large expanses of concrete runwaysand parking aprons well suited for experimental research and testing in the areas of vehicle performanceand handling, vehicle-roadway interaction, durability and efficacy of highway pavements, and safetyevaluation of roadside safety hardware. The site selected for placement of the bridge railing is along theedge of a wide expanse of concrete aprons that were originally usedas parking aprons for military aircraft. These aprons consist ofunreinforced jointed concrete pavement in 3.8-m by 4.6-m blocks(as shown in the adjacent photo) nominally 203 to 305 mm deep.The aprons and runways are about 50 years old and the joints havesome displacement, but are otherwise flat and level. The soil wasexcavated at the edge of the apron and a section of the apron wasbroken off and sufficient reinforcing bars were added to join to thesimulated bridge deck. The following section includes the details of the bridge deck and bridge railcross section.

Test Article – Design and Construction

The New York Two-Rail Curbless Bridge Railing is a steel beam and steel post system on aconcrete bridge deck. TTI received a drawing from the New York Department of Transportationentitled “Proposed Test Details Steel Bridge Railing Two Rail.” This drawing provided details for theconstruction of the concrete deck installation and fabrication of the Two-Rail Bridge Railing System.Based on these details, TTI prepared separate drawings for construction of the bridge railing testinstallation. These drawings are shown as figures 1 and 2 in this report.

For this project, a simulated concrete bridge deck cantilever was constructed. The total lengthof the test installation was 21.98 m. The bridge deck cantilever was 750 mm in width and 300 mmthick. The bridge deck cantilever was constructed immediately adjacent to an existing concrete runwaylocated at the TTI test facility. The concrete deck was anchored to the runway by welding L-shapeddowels to existing dowels located in the concrete runway. The specified 28-day compressive strengthof the concrete used to construct the deck was 27.6 MPa. Measured compressive strength at one dayafter the crash test (23 days of age) was 27.7 MPa. Prior to

Figure 1. Details of the New York Curbless Two-Rail Bridge Railing for test 404531-1.

Figure 2. Layout of test installation.

constructing the deck, a concrete footing was constructed to provide additional support for theconcrete deck. The footing measured 1665 mm in width and was 203 mm deep.

After construction of the footing, form work was constructed for a vertical support wall and theconcrete deck cantilever. The vertical support wall and the concrete deck cantilever were poured withone continuous concrete pour. The vertical support wall was 305 mm in width and served to anchor thedeck to the existing runway and footing. Two layers of reinforcement were constructed in the deck andextended through the deck into the vertical support wall. The bottom layer of transverse reinforcementwas epoxy coated and consisted of #13 bars at 200-mm spacings. The bottom longitudinalreinforcement consisted of four bars on 200-mm spacings. The outer three longitudinal bars were #16bars and the innermost bar (traffic side) was a #13 bar. The outermost (field side) bottom longitudinalbar was epoxy coated. Longitudinal reinforcement in the vertical support consisted of three #13 “baresteel” bars on each face.

The top layer of transverse reinforcement consisted of alternating #13 and #19 bars on100-mm spacings. The transverse bars were hooked using a 90-mm radius. The hook extended anadditional 215 mm and lapped the bottom transverse reinforcement. Starting from the field side of thedeck towards the traffic side, the longitudinal reinforcement consisted of four #16 bars on 100-mmspacings located beneath the top transverse reinforcement, with three #13 bars on 200-mm spacingslocated above the top transverse reinforcement. All reinforcement used in the top layer of reinforcementwas epoxy coated.

The New York Two-Rail Bridge Railing consists of two TS 152x152x4.8 tubes supported byW150x37 posts on 2500-mm spacings. Each post was 790 mm in height and was continuously weldedto a 350-mm x 350-mm x 38-mm baseplate with a 12-mm fillet weld. A 40-mm high-strengthcementitious grout pad was placed beneath each post. The posts were anchored into the concrete deckusing five M24 anchor bolts and 350-mm x 350-mm x 10-mm anchor plates. Three of the five anchorbolts were located on the traffic face of the posts. The anchor plates were embedded into the concretedeck 175 mm from the top surface of the deck. The anchor plates were fabricated using A36 material.The anchor bolt material met the requirements of specification ASTM F568 Class 8.8. The posts andthe base plates were fabricated using A572M Grade 50 material. The lower rail was located 412 mmfrom the top of the deck and the upper rail was located 714 mm from the top of the deck. The railswere connected to each post using four M20 galvanized round-head square-neck (carriage) bolts. Theround heads of the bolts were located on the traffic face of the rail and bolted through the rail and thefront flange of the post. The rails were spliced together using a fixed splice tube fabricated fromTS127x127x7.9 tube with two 100-mm x 660-mm x 10-mm plates welded on two sides of the tube. The splice tube was connected to the rail tubes using four M19 190-mm bolts. The splice tube boltsmet the requirements for ASTM A325 Type 1 material. The bridge rail tubes met the requirements ofASTM A500 Grade B material. The tube rail splices met the requirements of ASTM A500 Grade Band A572M Grade 50 materials. For additional information, see figures 1 and 2.

All material was galvanized except for the anchor bolts and anchor plates. The completedinstallation is shown in figures 3 and 4.

Figure 3. New York Two-Rail Curbless Bridge Railing before test 404531-2.

Figure 4. Details on field side of installation.

Test Conditions

According to NCHRP Report 350, three tests are required to evaluate longitudinal barriers totest level four (TL-4) and are as described below.

NCHRP Report 350 test designation 4-10: An 820-kg passenger car impacting the (criticalimpact point) CIP in the length of need (LON) of the longitudinal barrier at a nominal speedand angle of 100 km/h and 20 degrees. The purpose of this test is to evaluate the overallperformance of the LON section in general, and occupant risks in particular.

NCHRP Report 350 test designation 4-11: A 2000-kg pickup truck impacting the CIP inthe LON of the longitudinal barrier at a nominal speed and angle of 100 km/h and 25 degrees. The test is intended to evaluate the strength of the section in containing and redirecting thepickup truck.

NCHRP Report 350 test designation 4-12: An 8000-kg single-unit truck impacting the CIPin the LON of the longitudinal barrier at a nominal speed and angle of 80 km/h and 15 degrees. The test is intended to evaluate the strength of the section in containing and redirecting theheavy truck.

The test reported herein corresponds to NCHRP Report 350 test designation 4-11.

The crash test and data analysis procedures were in accordance with guidelines presented inNCHRP Report 350. Brief descriptions of these procedures are presented in appendix A.

Evaluation Criteria

The crash test performed was evaluated in accordance with the criteria presented in NCHRPReport 350. As stated in NCHRP Report 350, “Safety performance of a highway appurtenancecannot be measured directly, but can be judged on the basis of three factors: structural adequacy,occupant risk, and vehicle trajectory after collision.” Accordingly, the following safety evaluationcriteria from table 5.1 of NCHRP Report 350 were used to evaluate the crash test reported herein:

! Structural Adequacy

A. Test article should contain and redirect the vehicle; the vehicle shouldnot penetrate, underride, or override the installation, although controlledlateral deflection of the test article is acceptable.

! Occupant Risk

D. Detached elements, fragments, or other debris from the test articleshould not penetrate or show potential for penetrating the occupantcompartment, or present an undue hazard to other traffic, pedestrians,or personnel in a work zone. Deformation of, or intrusions into, theoccupant compartment that could cause serious injuries should not bepermitted.

F. The vehicle should remain upright during and after collision, althoughmoderate roll, pitching, and yawing are acceptable.

! Vehicle Trajectory

K. After collision, it is preferable that the vehicle’s trajectory not intrudeinto adjacent traffic lanes.

L. The occupant impact velocity in the longitudinal direction should notexceed 12 m/s and the occupant ridedown acceleration in thelongitudinal direction should not exceed 20 g’s.

M. The exit angle from the test article preferably should be less than 60percent of the test impact angle, measured at the time of vehicle loss ofcontact with the test device.

CRASH TEST 404531-2

Test Vehicle

A 1994 Chevrolet 2500 pickup, shown in figures 5 and 6, was used for the crash test. Testinertia weight of the vehicle was 2000 kg, and its gross static weight was 2075 kg. The height to thelower edge of the vehicle front bumper was 390 mm and to the upper edge of the front bumper was620 mm. Additional dimensions and information on the vehicle are given in appendix B, figure 13. Thevehicle was directed into the installation using the cable reverse tow and guidance system, and wasreleased to be free-wheeling and unrestrained just prior to impact.

Soil and Weather Conditions

The crash test was performed the morning of October 27, 1998. A total of 178 mm of rainwas recorded six days prior to the test but did not affect the test, as the bridge railing was installed onthe concrete deck. No other rainfall occurred during the ten daysprior to the study. Weather conditions at the time of testing were asfollows: Wind Speed: 3 km/h; Wind Direction: 200 degrees withrespect to the vehicle (vehicle traveling in southerlydirection); Temperature: 25EC; Relative Humidity: 63 percent.

Impact Description

The vehicle, traveling at 101.7 km/h, impacted the two-rail bridge railing 1.3 m upstream frompost 4 at a 25.4-degree angle. Shortly after impact, the lower rail element moved. At 0.007 s, theupper rail element deformed, and at 0.017 s, the right front tire contacted the lower bridge rail. By0.019 s, the front right wheel steered left, and at 0.029 s, the front right tire was parallel with the bridgerail. The front right tire canted and the lower tire and rim traveled under the rail element at 0.034 s. At0.035 s, the front left wheel steered left, and post 4 moved at 0.039 s. The vehicle began to redirect at0.041 s. The first visible crack in the deck appeared on the field side of the installation at 0.049 s. At0.056 s, the front right tire contacted the base of post 4, and at 0.060 s, the front left wheel steeredright, toward the bridge rail. By 0.061 s, the front right tire contacted post 4, the concrete on the bridgedeck surface in front of post 4 separated from the deck, and more cracks appeared on the field side ofthe installation. At 0.066 s, the farthest-most crack appeared downstream from post 4 on the field sideof the installation. The right front tire deflated at 0.070 s, and the right rear tire contacted the lower railelement and traveled down the rail past post 4 at 0.178 s. Yawed toward the rail, the left rear side ofthe vehicle impacted the rail. Traveling at 84.2 km/h, the vehicle was parallel with the installation at0.186 s. The left and right rear tires lost contact with the ground at 0.244 s. At

Figure 5. Vehicle/installation geometrics for test 404531-2.

Figure 6. Vehicle before test 404531-2.

0.341 s, traveling at 83.4 km/h, the vehicle lost contact with the bridge railing at a 7.4-degree angle. The left and right rear tires returned to the road surface at 0.577 and 0.638 s, respectively. Brakes onthe vehicle were applied at 1.6 s, bringing the vehicle to rest 69.3 m downstream and 12.2 m towardthe traffic lanes. Sequential photographs of the test period are shown in appendix C, figures 14 and 15.

Damage to Test Article

Damage to the New York Two-Rail Curbless Bridge Railing is shown in figures 7 through 9. Tire marks extended 225 mm behind the rail element at impact and tire marks were on the edges of thefront and rear flange on the impact side of post 4, on the front face of the post and on the front anchorbolts. The tubular element in the vicinity of post 4 was partially flattened and the four bolts connectingthe lower element were partially pulled out and deformed (see figure 8). Numerous cracks in theconcrete deck surrounded post 4 and part of the concrete deck was broken away. After removal of thebroken concrete around post 4, the exposed reinforcement did not show any signs of damage (seefigure 9). At post 5, tire marks were on the front flange on the impact side of the post and extended200 mm behind the rail element. Total length of vehicle contact with the rail elements was 3.3 m.

Vehicle Damage

The vehicle sustained structural damage on the front right and the right side. The sway bar, tierod, right front upper and lower A-arms, upper ball joint, right A-post, drive shaft, and transmissionhousing were all severely damaged. The front right portion of the bumper, hood, grill, fan, radiator,right front tire, and rim were damaged as shown in figure 10. The windshield was shattered and theright door was deformed outward 150 mm. The right front quarter panel and rear bed were dented. The front end of the vehicle shifted 150 mm to the left. At the rear of the vehicle on the right side, therear tire and rim sustained damage, the rear axle was pushed back, and the rear U-bolts at the leafsprings were broken. The maximum exterior crush to the front bumper was 470 mm on the front and340 mm on the right side. The floor pan was separated at the seam just above the upward curve(where the occupant’s feet normally rest). The opening in the floor pan at the separation was judged tobe wide enough to allow an occupant’s foot to become jammed into the opening or go through (seelower photo in figure 11). This result was judged to have a potential for causing serious injury to theoccupant. Maximum deformation of the occupant compartment was 199 mm (17.6-percent reductionin space) in the floor pan area and maximum reduction of space was 38.8 percent in the center floorpan to instrument panel area. The interior of the vehicle is shown in figure 11. Exterior vehicle crushand occupant compartment measurements are shown in appendix B, tables 3 and 4.

Figure 7. After-impact trajectory for test 404531-2.

Figure 8. Damage to rail at post 4 after test 404531-2.

After removing concrete

Figure 9. Damage to deck at post 4 after test 404531-2.

Figure 10. Vehicle after test 404531-2.

Before test

After test

Figure 11. Interior of vehicle for test 404531-2.

Assessment of Test Results

As stated previously, the following NCHRP Report 350 safety evaluation criteria were used toevaluate this crash test:

! Structural Adequacy

A. Test article should contain and redirect the vehicle; the vehicleshould not penetrate, underride, or override the installation, although controlled lateral deflection of the test article isacceptable.

The New York Two-Rail Curbless Bridge Railing contained and redirected thevehicle. The vehicle did not penetrate, override, or underride the installation.

! Occupant Risk

D. Detached elements, fragments, or other debris from the test articleshould not penetrate or show potential for penetrating theoccupant compartment, or present an undue hazard to othertraffic, pedestrians, or personnel in a work zone. Deformation of,or intrusions into, the occupant compartment that could causeserious injuries should not be permitted.

No detached elements, fragments, or other debris from the test article werepresent to penetrate or to show the potential for penetrating the occupantcompartment, nor to present undue hazard to others in the area. Maximumdeformation of the occupant compartment was 199 mm (17.6-percentreduction in space) in the floor pan area and maximum reduction of space was38.8 percent in the center floor pan to instrument panel area with separation ofthe floor pan just above the upward curve (where the occupant’s feet normallyrest).

F. The vehicle should remain upright during and after collision,although moderate roll, pitching, and yawing are acceptable.

The vehicle remained upright during and after the collision event.

! Vehicle Trajectory

K. After collision it is preferable that the vehicle’s trajectory notintrude into adjacent traffic lanes.

Intrusion into adjacent traffic lanes occurred as the vehiclecame to rest 12.2 m toward traffic.

L. The occupant impact velocity in the longitudinal direction shouldnot exceed 12 m/s and the occupant ridedown acceleration in thelongitudinal direction should not exceed 20 g’s.

Data from the accelerometer located at the vehicle center of gravity weredigitized for evaluation of occupant risk and were computed as follows. In thelongitudinal direction, the occupant impact velocity was 7.1 m/s at 0.160 s, thehighest 0.010-s occupant ridedown acceleration was -9.1 g’s from 0.104 to0.114 s, and the maximum 0.050-s average acceleration was -10.1 g’sbetween 0.036 and 0.086 s. In the lateral direction, the occupant impactvelocity was 7.2 m/s at 0.098 s, the highest 0.010-s occupant ridedownacceleration was -12.1 g’s from 0.131 to 0.141 s, and the maximum 0.050-saverage was -12.6 g’s between 0.016 and 0.066 s. These data and otherpertinent information from the test are summarized in figure 12. Vehicle angulardisplacements and accelerations versus time traces are presented in appendixD, figures 16 through 29.

M. The exit angle from the test article preferably should be less than60 percent of the test impact angle, measured at time of vehicleloss of contact with the test device.

Exit angle at loss of contact was 7.4 degrees, which was less than 60 percent ofthe impact angle.

CONCLUSIONS AND RECOMMENDATIONS

SUMMARY OF FINDINGS

The New York Two-Rail Curbless Bridge Railing contained and redirected the vehicle. Thevehicle did not penetrate, underride, or override the installation. No detached elements, fragments, orother debris were present to penetrate nor to show potential for penetrating the occupant compartment,nor to present an undue hazard to others in the area. Maximum deformation of the occupantcompartment was 199 mm (17.6 percent reduction of space) in the floor pan area and maximumreduction of space was 38.8 percent in the center floor pan to instrument panel area with separation ofthe floor pan just above the upward curve (where the occupant’s feet normally rest). The opening in thefloor pan at the separation was judged to be wide enough to allow an occupant’s foot to becomejammed into the opening or to go through (see lower photo in figure 11). The vehicle remained uprightduring and after the collision period. Intrusion into adjacent traffic lanes occurred as the vehicle cameto rest 12.2 m toward traffic. Longitudinal occupant impact velocity was 7.2 m/s and longitudinaloccupant ridedown was -12.1 g’s. Exit angle at loss of contact was 7.4 degrees, which was less than60 percent of the impact angle.

CONCLUSIONS AND RECOMMENDATIONS

The New York Two-Rail Curbless Bridge Railing did not meet criteria for D and K of NCHRPReport 350 test designation 4-11, as shown in table 1. As stated previously, the separation anddeformation of the occupant compartment was judged to have potential for causing serious injury(criterion D). The vehicle came to rest 12.2 m toward traffic lanes, which would intrude into adjacenttraffic lanes (criterion K); however, this criterion is preferable, not required.

Damage to the concrete deck at one post location was extensive and would require majorrepairs. It is recommended that the post-to-deck connection be reviewed with the objective of reducingstructural damage to the deck.

APPENDIX A. CRASH TEST PROCEDURES AND DATA ANALYSIS

The crash test and data analysis procedures were in accordance with guidelines presented inNCHRP Report 350. Brief descriptions of these procedures are presented as follows.

ELECTRONIC INSTRUMENTATION AND DATA PROCESSING

The test vehicle was instrumented with five uniaxial accelerometers mounted in the followinglocations: (1) center top surface of the instrument panel; (2) inside end of right front wheel spindle; (3)inside end of left front wheel spindle; (4) top of engine block; and (5) bottom of engine block. Theexact location of each accelerometer was measured and is reported in table 1. These accelerometerswere ENDEVCO Model 7264A low mass piezoresistive accelerometers with a ±2000-g range.

Table 2. Locations of vehicle accelerometers for test 404531-2.

LocationX (mm)

(distance fromfront axle)

Y (mm)(distance from

centerline)

Z (mm)(distance from

ground)Data Axis

Instrument panel -660 0 1235 +X

Right front wheel spindle

0 +720 -365 -Y

Left frontwheel spindle

0 -720 -365 +X

Top of engine block

+80 0 -875 +X

Bottom of engine block

-310 0 -340 +X

Vehicle c.g. -1460 0 -695 +X,+Y,+Z

Vehicle rear axle -3350 0 -840 +X,+Y,+Z

chtr

On-board data acquisition is provided by a 16-channel, Prosig P4010 system. Each analogannel has integral signal conditioning, fixed-frequency anti-alias filtering, and a programmable

ansducer bridge power supply. Each P4010, four-channel POD contains 1 Mb of battery-backed

memory allowing for more than 13 s of storage at a maximum of 10,000 samples per second perchannel. All channels are synchronized by a common external clock. The accuracy of this system is±0.1%.

In addition, the test vehicle was instrumented with three solid-state angular rate transducers tomeasure roll, pitch, and yaw rates; a triaxial accelerometer near the vehicle center of gravity to measurelongitudinal, lateral, and vertical acceleration levels, and a back-up biaxial accelerometer in the rear ofthe vehicle to measure longitudinal and lateral acceleration levels. These accelerometers wereENDEVCO Model 2262CA, piezoresistive accelerometers with a ±100-g range.

The accelerometers are strain gage type with a linear millivolt output proportional toacceleration. Rate-of-turn transducers are solid state, gas flow units designed for high g service. Signalconditioners and amplifiers in the test vehicle increase the low-level signals to a ±2.5-V maximum level. The signal conditioners also provide the capability of an R-Cal or shunt calibration for theaccelerometers and a precision voltage calibration for the rate transducers. The electronic signals fromthe accelerometers and rate transducers are transmitted to a base station by means of a 15-channel,constant bandwidth, Inter-Range Instrumentation Group (IRIG), FM/FM telemetry link for recordingon magnetic tape and for display on a real-time strip chart. Calibration signals from the test vehicle arerecorded minutes before the test and also immediately afterwards. A crystal-controlled time referencesignal is simultaneously recorded with the data. Pressure-sensitive switches on the bumper of theimpacting vehicle are actuated just prior to impact by wooden dowels to indicate the elapsed time overa known distance to provide a measurement of impact velocity. The initial contact also produces an“event” mark on the data record to establish the exact instant of contact with the installation.

The multiplex of data channels transmitted on one radio frequency is received at the dataacquisition station and demultiplexed onto separate tracks of a 28-track (IRIG) tape recorder. Afterthe test, the data are played back from the tape machine, filtered with SAE J211 filters, and digitizedusing a microcomputer, at 2000 samples per second per channel, for analysis and evaluation of impactperformance.

All accelerometers are calibrated annually (according to Society of Automotive Engineers SAEJ211 4.6.1) by means of an ENDEVCO 2901 precision primary vibration standard. This device, alongwith its support instruments is returned to the factory annually for a National Institute of Standards andTechnology (NIST) [formerly National Bureau of Standards] traceable calibration. The subsystems ofeach data channel are also evaluated annually, using instruments with current NIST traceability, and theresults are factored into the accuracy of the total data channel per SAE J211. Calibrations andevaluations will be made any time a data channel is suspected of any anomalies.

The digitized data were then processed using two computer programs: DIGITIZE andPLOTANGLE. Brief descriptions of the functions of these two computer programs are provided asfollows:

The DIGITIZE program uses digitized data from vehicle-mounted linear accelerometers tocompute occupant/compartment impact velocities, time of occupant/compartment impact after vehicleimpact, and the highest 10-ms average ridedown acceleration. The DIGITIZE program also calculatesa vehicle impact velocity and the change in vehicle velocity at the end of a given impulse period. Inaddition, maximum average accelerations over 50-ms intervals in each of the three directions arecomputed. For reporting purposes, the data from the vehicle-mounted accelerometers were thenfiltered with a 60-Hz digital filter and acceleration versus time curves for the longitudinal, lateral, andvertical directions were plotted using a commercially available software package (Excel).

The PLOTANGLE program used the digitized data from the yaw, pitch, and roll ratetransducers to compute angular displacement in degrees at 0.0002-s intervals and then instructed aplotter to draw a reproducible plot: yaw, pitch, and roll versus time. These displacements are inreference to the vehicle-fixed coordinate system with the initial position and orientation of the vehicle-fixed coordinate system being that which existed at initial impact.

ANTHROPOMORPHIC DUMMY INSTRUMENTATION

An Alderson Research Laboratories Hybrid II, 50th-percentile male anthropomorphic dummy,restrained with lap and shoulder belts, was placed in the driver's position of the vehicle. The dummywas not instrumented.

PHOTOGRAPHIC INSTRUMENTATION AND DATA PROCESSING

Photographic coverage of the test included three high-speed cameras: one overhead with a fieldof view perpendicular to the ground and directly over the impact point; one placed behind theinstallation at an angle; and a third placed to have a field of view parallel to and aligned with theinstallation at the downstream end. A flash bulb activated by pressure-sensitive tape switches waspositioned on the impacting vehicle to indicate the instant of contact with the installation and was visiblefrom each camera. The films from these high-speed cameras were analyzed on a computer-linkedMotion Analyzer to observe phenomena occurring during the collision and to obtain time-event,displacement, and angular data. A BetaCam, a VHS-format video camera and recorder, and stillcameras were used to record and document the condition of the test vehicle and installation before andafter the test.

TEST VEHICLE PROPULSION AND GUIDANCE

The test vehicle was towed into the test installation using a steel cable guidance and reverse towsystem. A steel cable for guiding the test vehicle was tensioned along the path, anchored at each end,and threaded through an attachment to the front wheel of the test vehicle. An additional steel cable wasconnected to the test vehicle, passed around a pulley near the impact point, through a pulley on the towvehicle, and then anchored to the ground such that the tow vehicle moved away from the test site. A 2-to-1 speed ratio between the test and tow vehicle existed with this system. Just prior to impact with the

installation, the test vehicle was released to be free-wheeling and unrestrained. The vehicle remainedfree-wheeling, i.e., no steering or braking inputs, until the vehicle cleared the immediate area of the testsite, at which time brakes on the vehicle were activated to bring it to a safe and controlled stop.

APPENDIX B. TEST VEHICLE PROPERTIES AND INFORMATION

Figure 13. Vehicle properties for test 404531-2.

X1 % X2

2'

Table 3. Exterior crush measurements for test 404531-2.

VEHICLE CRUSH MEASUREMENT SHEET1

Complete When Applicable

End Damage Side Damage

Undeformed end width Bowing: B1 X1

Corner shift: A1 B2 X2

A2

End shift at frame (CDC) (check one)

< 4 inches $ 4 inches

Bowing constant

Note: Measure C1 to C6 from Driver to Passenger side in Front or Rear impacts–Rear to Front in Side impacts.

SpecificImpactNumber

Plane* of C-Measurements

Direct Damage

FieldL**

C1 C2 C3 C4 C5 C6 ±DWidth **

(CDC)Max***

Crush

1 At front bumper 800 470 600 0 50 105

180

310

470 +300

2 Above front bumper 800 340 1120 130

190

220

260

320

340 +1480

1Table taken from National Accident Sampling System (NASS).

*Identify the plane at which the C-measurements are taken (e.g., at bumper, above bumper, at sill, above sill, at beltline,etc.) or label adjustments (e.g., free space).

Free space value is defined as the distance between the baseline and the original body contour taken at the individualC locations. This may include the following: bumper lead, bumper taper, side protrusion, side taper, etc. Record the valuefor each C-measurement and maximum crush.

**Measure and document on the vehicle diagram the beginning or end of the direct damage width and field L (e.g., sidedamage with respect to undamaged axle).

***Measure and document on the vehicle diagram the location of the maximum crush.Note: Use as many lines/columns as necessary to describe each damage profile.

Table 4. Occupant compartment measurements for test 404531-2.

T r u c kT r u c k

O c c u p a n t C o m p a r t m e n t D e f o r m a t i o n

BEFORE AFTER

A1 1030 1045

A2 1082 1070

A3 1045 1025

B1 1075 1075

B2 1054 935

B3 1090 1131

C1 1374 1374

C2 1262 1230

C3 1372 1325

D1 306 312

D2 98 60

D3 310 420

E1 1591 1575

E2 1589 1595

F 1475 1450

G 1475 1465

H 900 870

I 900 900

Maximum floor pan to roof. . . . . . . . .1129 . . . . . . . . . . . . . . . 930 Maximum lateral deformation near occupants feet . . . . . . . 1520 . . . . . . . . . . . 1390

0.000 s

0.097 s

0.145 s

Figure 14. Sequential photographs for test 404531-2(overhead and frontal views).

0.048 s

APPENDIX C. SEQUENTIAL PHOTOGRAPHS

0.193 s

0.387 s

0.483 s

Figure 14. Sequential photographs for test 404531-2(overhead and frontal views) (continued).

0.266 s

0.000 s

0.097 s

0.145 s

Figure 15. Sequential photographs for test 404531-2(rear view).

0.266 s

0.387 s

0.483 s

0.048 s

0.193 s

Crash Test 404531-2Vehicle Mounted Rate Transducers

-35

-30

-25

-20

-15

-10

-5

0

5

10

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

Time after impact (s)

Dis

pla

cem

ent

(deg

)

Axes are vehicle-fixed. Sequence for determining orientation is: 1. Yaw 2. Pitch 3. Roll

Yaw

Pitch

Roll

AP

PE

ND

IX D

. VE

HIC

LE

AN

GU

LA

R D

ISPL

AC

EM

EN

TS

AN

D A

CC

EL

ER

AT

ION

S

Figure 16. Vehicular angular displacements for test 404531-2.

Crash Test 404531-2Accelerometer at center of gravity

-60

-50

-40

-30

-20

-10

0

10

20

30

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lo

ng

itu

din

al a

ccel

erat

ion

(g

's)

60 Hz Filter

Test Article: New York 2-tube Bridge Rail Test Vehicle: 1994 Chevrolet 2500 pickup truck Test Inertial Weight: 2000 kg Gross Static Weight: 2075 kg Impact Speed: 101.7 km/h Impact Angle: 25.4 degrees at 1.3 m upstream from post 4

Figure 17. Vehicle longitudinal accelerometer trace for test 404531-2(accelerometer located at center of gravity).


-60

-50

-40

-30

-20

-10

0

10

20

30

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lat

eral

acc

eler

atio

n (

g's

)

60 Hz Filter


Figure 18. Vehicle lateral accelerometer trace for test 404531-2(accelerometer located at center of gravity).


-60

-50

-40

-30

-20

-10

0

10

20

30

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Ver

tica

l acc

eler

atio

n (

g')

60 Hz Filter


Figure 19. Vehicle vertical accelerometer trace for test 404531-2(accelerometer located at center of gravity).

Crash Test 404531-2Accelerometer over rear axle

-40

-30

-20

-10

0

10

20

30

40

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lo

ng

itu

din

al a

ccel

erat

ion

(g

's)

60 Hz Filter


Figure 20. Vehicle longitudinal accelerometer trace for test 404531-2(accelerometer located over rear axle).


-40

-30

-20

-10

0

10

20

30

40

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lat

eral

acc

eler

atio

n (

g's

)

60 Hz Filter


Figure 21. Vehicle lateral accelerometer trace for test 404531-2(accelerometer located over rear axle).


-40

-30

-20

-10

0

10

20

30

40

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Ver

tica

l acc

eler

atio

n (

g's

)

60 Hz Filter


Figure 22. Vehicle vertical accelerometer trace for test 404531-2(accelerometer located over rear axle).

Crash Test 404531-2Accelerometer on top instrument panel surface

-100

-80

-60

-40

-20

0

20

40

60

80

100

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lo

ng

itu

din

al a

ccel

erat

ion

(g

's)

Class 180 Filter


Figure 23. Vehicle longitudinal accelerometer trace for test 404531-2(accelerometer located on top surface of instrument panel).

Crash Test 404531-2Accelerometer on right front brake caliper

-100

-80

-60

-40

-20

0

20

40

60

80

100

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lat

eral

acc

eler

atio

n (

g's

)

Class 180 Filter


Wire Cut

Figure 24. Vehicle lateral accelerometer trace for test 404531-2(accelerometer located on right front brake caliper).

Crash Test 404531-2Accelerometer on left front brake caliper

-100

-80

-60

-40

-20

0

20

40

60

80

100

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lo

ng

itu

din

al a

ccel

erat

ion

(g

's)

Class 180 Filter


Figure 25. Vehicle longitudinal accelerometer trace for test 404531-2(accelerometer located on left front brake caliper).

Crash Test 404531-2Accelerometer on top of engine block

-100

-80

-60

-40

-20

0

20

40

60

80

100

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lo

ng

itu

din

al a

ccel

erat

ion

(g

's)

Class 180 Filter


Figure 26. Vehicle longitudinal accelerometer trace for test 404531-2(accelerometer located on top of engine block).

Crash Test 404531-2Accelerometer on bottom of engine block

-100

-80

-60

-40

-20

0

20

40

60

80

100

0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0


Lo

ng

itu

din

al a

ccel

erat

ion

(g

's)

Class 180 Filter


Figure 27. Vehicle longitudinal accelerometer trace for test 404531-2(accelerometer located on bottom of engine block).

Figure 28. Bridge rail longitudinal accelerometer trace for test 404531-2(accelerometer located over bridge rail at post 4).

C r a s h T e s t 4 0 4 5 3 1 - 2Accelerometer over br idge ra i l a t post 4

- 2 0

- 1 5

- 1 0

- 5

0

5

1 0

1 5

2 0

0.0 0.1 0 .2 0.3 0 .4 0.5 0 .6 0.7 0 .8 0 .9 1 .0

Time a f ter impact (s )

Lo

ng

itu

din

al

ac

ce

lera

tio

n (

g's

)

6 0 H z F i l t e r

T e s t A r t i c l e : N e w Y o r k 2 - t u b e B r i d g e R a i l T e s t V e h i c l e : 1 9 9 4 C h e v r o l e t 2 5 0 0 p i c k u p t r u c k

Tes t I ne r t i a l We igh t : 2000 kg Gross S ta t i c We igh t : 2075 kg Impac t Speed : 101 .7 km/h

I m p a c t A n g l e : 2 5 . 4 d e g r e e s a t 1 . 3 m u p s t r e a m f r o m p o s t 4

D a t a o v e r - r a n g e

Figure 29. Bridge rail lateral accelerometer trace for test 404531-2(accelerometer located over bridge rail at post 4).

C r a s h T e s t 4 0 4 5 3 1 - 2Accelerometer over br idge ra i l a t post 4

- 4 0

- 3 5

- 3 0

- 2 5

- 2 0

- 1 5

- 1 0

- 5

0

5

1 0

1 5

2 0

2 5

3 0

3 5

4 0

4 5

5 0

5 5

6 0

0.0 0.1 0 .2 0.3 0 .4 0.5 0 .6 0.7 0 .8 0 .9 1 .0

Time a f ter impact (s )

La

tera

l a

cc

ele

rati

on

(g

's)

6 0 H z F i l t e r

Tes t A r t i c l e : New Yo rk 2 - t ube B r i dge Ra i l T e s t V e h i c l e : 1 9 9 4 C h e v r o l e t 2 5 0 0 p i c k u p t r u c k Tes t I ne r t i a l We igh t : 2000 kg

G r o s s S t a t i c W e i g h t : 2 0 7 5 k g I m p a c t S p e e d : 1 0 1 . 7 k m / h

I m p a c t A n g l e : 2 5 . 4 d e g r e e s a t 1 . 3 m u p s t r e a m f r o m p o s t 4

D a t a o v e r - r a n g e

REFERENCES

1. H. E. Ross, Jr., D. L. Sicking, R. A. Zimmer and J. D. Michie, Recommended Procedures for theSafety Performance Evaluation of Highway Features, National Cooperative Highway ResearchProgram Report 350, Transportation Research Board, National Research Council, Washington,D.C., 1993.

2. Jarvis D. Michie, Recommended Procedures for the Safety Performance Evaluation ofHighway Appurtenances, National Cooperative Highway Research Program Report 230,Transportation Research Board, National Research Council, Washington, D.C., March 1981.

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